Air-taxi stands, boarding bridges for air taxis, and methods of using same

ABSTRACT

An air-taxi stand includes a boarding bridge with an aircraft-proximal end and an aircraft-distal end. The aircraft-distal end includes an aircraft interface. The air-taxi stand is configured to allow for simultaneous ground movement of an aircraft, adjacent a concourse, including forward power-in pushing and forward power-out pushing. A method includes the forward power-in pushing of an aircraft, docking the aircraft, and forward power-out pushing out of the air-taxi docking bay.

RELATED APPLICATIONS FIELD

This is a Continuation-In-Part of U.S. patent application Ser. No. 10/756,648, filed Jan. 12, 2004, the disclosure of which is incorporated herein by reference

TECHNICAL FIELD

An embodiment relates to the field of aircraft travel. More particularly, an embodiment relates to the field of aircraft boarding bridges.

TECHNICAL BACKGROUND

Air travel has become increasingly popular over the past decade and has evolved to handle a growing passenger volume. An important trend of this evolution is that flight routes are often laid out through a “hub” airport. Hub routing for a passenger's itinerary has become one method for the operation of an airline. An older method includes maximizing nonstop flights for passenger convenience. The two marketing schemes, however, can have antagonistic methods of management.

The hub and nonstop trends have been influenced by the advent of regional aircraft. As the trends have continued, significant interest has been taken in smaller aircraft as commercial carriers. One technology on the commercial horizon is a market for what is referred to as “air taxis”. Several commercial ventures are exhibiting activity in this new area of commerce. Some of them include Eclipse Aviation, which is developing the Eclipse 500™; Cessna, which is developing the Cessna Mustang™; and Adam Air, which is developing the Adam A-700™. Other air taxis in development include the Safire™ Jet, the Avocet Projet™, the Diamond D-Jet™, the Beechcraft Baron 58™, the Piper Malibu Mirage™, and other commercial ventures.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to understand the manner in which embodiments are obtained, a more particular description of various embodiments will be rendered by reference to the appended drawings. These drawings depict embodiments that are not necessarily drawn to scale and are not to be construed to be limiting in scope.

Some embodiments will be described and explained with additional specificity and detail through the use of the accompanying drawings in which:

FIG. 1A is a plan layout for an air-taxi stand for docking at least one aircraft, which docks in a tail-in configuration with respect to the concourse according to an embodiment;

FIG. 1B is a plan layout during a method of docking an air taxi after the illustration in FIG. 1A, according to an embodiment;

FIG. 1C is a plan layout during a method of docking the air taxi after the illustration in FIG. 1B, according to an embodiment;

FIG. 2 is a plan layout for an air-taxi stand for docking at least one air-taxi aircraft, which is coupled to a concourse by a fixed passenger tunnel according to an embodiment;

FIG. 3A is a plan layout for an air-taxi stand for docking a single air-taxi aircraft according to an embodiment;

FIG. 3B is a plan layout of the air-taxi stand depicted in FIG. 3A during a method of moving an air taxi according to an embodiment;

FIG. 4A is a plan layout for an air-taxi stand for docking a single air-taxi aircraft according to an embodiment;

FIG. 4B is a plan layout of the air-taxi stand depicted in FIG. 4A during a method of moving an air taxi according to an embodiment;

FIG. 5A is a perspective elevation of equipment comprising the air-taxi stand depicted in FIG. 4A according to an embodiment;

FIG. 5B is a perspective elevation of equipment comprising the air-taxi stand depicted in FIG. 4B according to an embodiment;

FIG. 6 is a plan layout for an air-taxi stand for docking at least one aircraft, which docks in a nose-in configuration with respect to the concourse according to an embodiment;

FIG. 7A is a plan layout for an air-taxi stand for docking a single aircraft, which moves within the air-taxi stand under forward power-in and forward power-out mode according to an embodiment;

FIG. 7B is a plan layout for an air-taxi stand for docking a single aircraft, which moves within the air-taxi stand under forward power-in and forward power-out mode according to an embodiment;

FIG. 8 is a plan layout for an air-taxi stand that facilitates forward power-in and forward power-out pushing of the air taxi, and that shares a common passenger tunnel or bridge with another aircraft in a neighboring docking bay;

FIG. 9 is a plan layout for an interstitial air-taxi stand according to an embodiment;

FIGS. 1A, 101B, and 10C are plan layouts for an air-taxi stand that facilitates forward power-in and forward power-out pushing of a regional aircraft according to an embodiment;

FIG. 11 is a plan layout for an air-taxi stand for docking at least one air taxi, which is configured at a concourse corner for forward-power-in and forward power-out pushing according to an embodiment, and additionally for at least one interstitial regional aircraft or an interstitial air taxi at a neighboring docking ramp according to an embodiment;

FIG. 12 is a plan layout for both push-back regional aircraft boarding, and for forward power-in power-out air-taxi aircraft boarding according to an embodiment;

FIG. 13 is a plan of a concourse that has been retrofitted or designed to accommodate an integrated air-taxi stand according to an embodiment;

FIG. 14 is a method flow diagram according to various air-taxi embodiments;

FIG. 15 is a schematic of two interstitial aircraft boarding bridges according to an embodiment;

FIG. 16 is a schematic top and side elevational view of an interstitial aircraft boarding bridge according to an embodiment;

FIG. 17 is a method flow diagram according to various grafted interstitial aircraft embodiments; and

FIG. 18 is a method flow depiction according to various embodiments.

DETAILED DESCRIPTION

In the following detailed description, reference is made to the accompanying drawings which form a part hereof, and in which is shown, by way of illustration, specific ways which embodiments may be practiced. In the drawings, like numerals may describe substantially similar components throughout the several views. These embodiments are described in sufficient detail to enable those skilled in the art to practice various embodiments. Other embodiments may be utilized and structural, logical, and layout changes may be made without departing from the scope of the various embodiments.

The term “air taxi”, strictly defined in an embodiment includes an aircraft with two-to about 20 seats, one of which is allocated for a pilot. In an embodiment, two pilot seats are available, but only one pilot is required to fly the air taxi, and, e.g., the “right seat” is available for a passenger. In an embodiment, an air taxi includes from about one to about 19 passenger seats. In an embodiment, an air taxi includes from about two to about 13 passenger seats. In an embodiment, an air taxi includes from about three to about 11 passenger seats. In an embodiment, an air taxi includes from about five to about nine passenger seats. And example of a “five-to-nine is the air taxi manufactured by Eclipse aviation; a four-seater with two pilot seats, one of which may be available for a passenger.” In an embodiment, an air taxi includes from about five to about seven passenger seats. In an embodiment, an air taxi is a passenger-configured aircraft that does not have lavatory facilities on board. By “passenger-configured aircraft” it is meant that passenger seating is configured as one payload in the fuselage. In an embodiment, the number of aircraft seats is variable, but it is a passenger-configured aircraft. And the air taxi is capable of executing a turn within the geographical footprint of an aircraft bay at a concourse.

The term “regional aircraft” is an aircraft with a passenger capacity from about 22 to about 110 passengers, but which usually is operated with two pilots. Examples of regional aircraft include aircraft made by LM Bombardier, Embraer, Fairchild Aerospace, Gulf Stream, Cessna, Learjet, and others. In an embodiment, a regional aircraft is a designated “air taxi” because of the method of power-forward taxiing toward, docking at, and power-push forward taxiing away from a passenger bridge. The term “large aircraft” is an aircraft with more than 110 passenger seats. Examples of large aircraft include a narrowbody such as the MD-80 and the Boeing 757, up to a widebody such as the Boeing 767 or MD-11. The term “jumbo” aircraft relates to an aircraft of the class such as the Boeing 747 or the Airbus A380, which was intended to go into service in 2006. Hereinafter unless specifically stated otherwise, however, “large” and “jumbo” aircraft will be referred to as “large aircraft”.

The term “interstitial” can mean an aircraft first docking ramp that takes up a given space in part of the docking ramp area required for a large aircraft. It further means a second ramp is contiguous to the first docking ramp, but the first docking ramp allows for a plurality of aircraft, although the apron footprint is substantially the same for both. Similarly, interstitial can mean between two large aircraft docking ramps. Similarly, interstitial can mean taking up a given space for a regional aircraft or an air taxi, that is less than the docking ramp area required for a single large aircraft in a docking ramp. Similarly, interstitial can mean taking up a given space that is less than twice the docking ramp area required for a single large aircraft in a docking ramp. Other meanings for interstitial are set forth in this disclosure.

As used herein, a “concourse” is a single structure or wing of an airport with usually sequentially numbered boarding gates for aircraft. The term airport “terminal” is synonymous with concourse or denotes a group of interconnected concourses. In an embodiment, a concourse can include simply a location at an airfield that accommodates an air-taxi docking ramp as defined herein.

FIG. 1A is a plan layout 100 for an air-taxi stand 110 for docking at least one air taxi 126, which docks in a tail-in configuration with respect to a concourse 108, according to an embodiment. In an embodiment, the entire movement of the air taxi 126 is described by a ground movement with a power forward-in-forward-out (PFIFO) push. In an embodiment, the layout 100 includes a plurality of conventional docking ramps 102, 104, and 106, which occupy the apron space adjacent to the concourse 108. The layout 100 also includes the air-taxi stand 110, which also occupies apron space adjacent to the concourse 108. In an embodiment, the air-taxi stand 110 includes an existing large aircraft passenger bridge 112, which is coupled to a primary air-taxi bridge 114. In an embodiment, the primary air-taxi bridge 114 interfaces with the existing large aircraft passenger bridge 112 with a concourse first interface 113 that allows the aircraft-side end of the existing large aircraft passenger bridge 112, such as the skirt structure of the cab, to form a controlled enclosure between the primary air-taxi bridge 114 and the large aircraft passenger bridge 112. In an embodiment, the concourse first interface 113 is referred to as a passenger pass-through 113. In an embodiment, the air-taxi stand 110 includes a first secondary air-taxi bridge 116. The first secondary air-taxi bridge 116 can include such structures as telescoping passenger tunnel sections, pivoting passenger tunnel sections, bascal-bridging type sections, aircraft-interface aprons, and combinations thereof. The first secondary air-taxi bridge 116 can also include an interface structure at the aircraft distal end such as a passenger pass-through 113 section that interfaces with terminal-side structures such as an existing large aircraft passenger bridge 112, a concourse external boundary 108, or a fixed passenger tunnel 214 (e.g., see FIG. 2). In an embodiment, the first secondary air-taxi bridge 116 is coupleable directly to the existing large aircraft passenger bridge 112.

In an embodiment, the concourse first interface 113 is a regional aircraft passenger boarding hub, also referred to as a rotunda, such as are illustrated in U.S. patent application Ser. No. 10/756,648, the disclosure of which is incorporated herein by reference.

In an embodiment, the first secondary air-taxi bridge 116 makes contact with the tarmac at ground level of the air-taxi stand 110. Consequently, a passenger boards or deplanes by stepping out at ground level. In an embodiment, the air-taxi stand 110 includes the first primary air-taxi bridge 114, the first secondary air-taxi bridge 116, and a subsequent secondary air-taxi bridge 118.

By “power forward-in-forward-out push”, it is meant that the air taxi 126 taxis in under forward power, stops and interfaces with the first secondary air-taxi bridge 116, allows passenger ingress/egress, and taxis out under forward power.

Where present, docking ramps that are contiguous or close to the air-taxi stand 110, can include large-aircraft passenger bridges 120, 122, and 124. At the air-taxi stand 110, a first air taxi 126 is depicted as being docked at the first secondary air-taxi bridge 116. In this embodiment, the air-taxi boarding bridge includes an aircraft distal end, which is the passenger pass-though 113, and an aircraft proximal end 117, which is an interface at the first secondary air-taxi bridge 116 for the first air taxi 126. The aircraft proximal end 117 can also be referred to as an aircraft second interface 117. In an embodiment where the aircraft proximal end 117 makes contact with the tarmac at ground level of the air-taxi stand 110, a boarding passenger can step onto the tarmac briefly.

In an embodiment, the first air taxi 126 has reached the depicted position by a forward power-in mode. In an embodiment, the forward power-in mode allows the pilot to position the air taxi 126 without use of a tug. In this embodiment, the aircraft proximal end 117 is coupled to the first air taxi 126 by mating the passenger floor height of the aircraft proximal end 117 with approximately the passenger-door sill height of the first air taxi 126.

In an embodiment, the air-taxi stand 110 includes interfaces for the first air taxi 126 and for a subsequent air taxi 128, which is docked at the subsequent secondary air-taxi bridge 118. Other aircraft can be docked adjacent or near the air-taxi stand 110. In an embodiment, at least one large aircraft 130, 132, and 134 are docked adjacent or near the air-taxi stand 110. Consequently, a method embodiment includes allowing the simultaneous ground movement of a plurality of air-taxi aircraft within the confines of the conventional docking ramp 102. In other words, the method embodiment includes allowing the simultaneous ground movement of the plurality of air-taxi aircraft therewithin 102. Such simultaneous ground movement is exemplified by the first air taxi 126 and the second air taxi 128, operating independently of each other because of the presence of the first secondary air-taxi bridge 116 and the subsequent secondary air-taxi bridge 118.

Where the air-taxi stand 110 is occupied according to an embodiment, queued-up air taxis 136 and 138 can wait for an air-taxi boarding bridge inside an object-free line (OFL) 140. In an embodiment, the OFL 140 is not present per se, but can be construed as a boundary behind the tail section of a docked or parked large aircraft, if present, that is next to or near the air-taxi stand. Generally, an OFL can be ascertained by the traditional use of the concourse as being a boundary behind, collectively, the tail sections of aircraft that are parked in nearby docking bays. Hereinafter a docking ramp can be defined with an object-free line 140 for a large aircraft that is substantially adjacent to the concourse external boundary 108.

In an embodiment, yet another queued-up air taxi 142 awaits the movement of an air taxi that is within the OFL 140, before it moves across the OFL 140 and prepares to dock. Accordingly, the docking ramp for the air-taxi stand 110 can accommodate more aircraft than those that are currently docked. In an embodiment, the first air taxi 126 remains at the first secondary air-taxi bridge 116 for a duration only long enough to allow passenger(s) to deplane, if they are present, and to allow new passenger(s) to board, if likewise they are present.

In an embodiment, the first secondary air-taxi bridge 116 touches the tarmac at the aircraft proximal end 117, and the passenger must board the first air taxi 126, such as by climbing up to the sill height of the air-taxi passenger door, whether by a ramp, steps, or otherwise. In an embodiment, the first secondary air-taxi bridge 116 couples with the first air taxi 126 at about the passenger-door sill height of the first air taxi 126. Accordingly, the passenger(s) need not step out into the elements incident to weather; neither must the passenger(s) deal with steps or steep ramps, etc.

In an embodiment, all services for the first air taxi 126 are conducted at a site that is remote to the concourse 108. In an embodiment, non-equivalent services such as fueling, catering, mechanical maintenance, and sewage, are provided at a site that is remote to the concourse 108. In an embodiment, catering is carried out through the concourse 108 and through the first primary air-taxi bridge 114. In an embodiment, catering is carried out a starboard door in the first air taxi 126. In an embodiment, fueling is carried out by placing a refueling vehicle near the starboard wing of the first air taxi 126.

In an embodiment, all movement of a given air taxi is carried out within the confines of a docking ramp for a large aircraft, which movement is therefore within the OFL 140. In this embodiment, the docking ramp, which is part of the air-taxi stand 110, is delineated by the boundaries of the concourse 108, a left boundary 144, the OFL 140, and a right boundary 146. Where the boarding bridge is removable from this docking ramp, the left boundary 144 becomes a port wing boundary 144 for a large aircraft, and the right boundary 146 becomes a starboard wing boundary 146 for the large aircraft.

In an embodiment, the air taxi, e.g. air taxi 138, moves slightly left of the left boundary 144, and encroaches into the docking ramp 102 of the large aircraft 130 by crossing a starboard wing boundary 148 for the large aircraft 130. The air taxi 138 can execute a starboard turn at the turning area, depicted approximately at item 131. The air taxi 138 does not disturb the large aircraft 130, however, because the space between the starboard wing of the large aircraft 130 and the external boundary of the concourse 108 is not accessible to the large aircraft 130. Similarly, the air taxi 138 cannot disturb the large aircraft 132 that is beyond a port wing boundary 150 but adjacent the air-taxi stand 110.

In all of the movement of the air taxi 138 from crossing the OFL 140 into the docking ramp that contains the air-taxi stand 110, docking at one of the secondary air-taxi bridges 116 or 118, and crossing the OFL 140 to exit from the air-taxi stand 110, the air taxi 138 uses the docking space for about only one large aircraft, as set forth and described, in each of the several embodiments in the disclosures that are incorporated herein by reference. Where the air taxi 138 does not need to breach the docking ramp bounded by the starboard wing boundary 148 for the large aircraft 130, the air taxi 138 uses a space equal to or less than about one docking ramp area for a large aircraft. In any event, the space is less than about two docking ramp areas for two adjacent large, i.e., non-jumbo, large aircraft.

In an embodiment, the use of the air taxi includes passenger boarding at a location on the air taxi 128 by ingress/egress between the wing and the nose of the air taxi 128. In an embodiment, a method requires the use of an air taxi, as defined, as to the number of passenger seats. In an embodiment, a method requires the use of a commercial arrangement between an air-taxi passenger and a commercial venture that uses the air taxi, as well as the use of an air taxi as strictly defined as to the number of passenger seats. In an embodiment, a method includes the use of a regional aircraft with a passenger seat number greater than that of an air taxi, a PFIFO push, or a part thereof, being accomplished. The method embodiments are applicable, singularly or in combinations, to all illustrated and described embodiments set forth in this disclosure.

FIG. 1B is a plan layout during a method of docking an air taxi after the illustration in FIG. 1A, according to an embodiment. The first air taxi 126 is depicted in substantially the same position as depicted in FIG. 1A, but the first secondary air-taxi bridge 116 has been articulated away from the port wing, sufficient to allow the first air taxi 126 to push away from the first secondary air-taxi bridge 116 by a forward power-out push. In an embodiment, the first secondary air-taxi bridge 116 is moved vertically like a bascal bridge such that the aircraft proximal end 117 is elevated to allow the port wing of the first air taxi 126 to pass under the first secondary air-taxi bridge 116 by an accepted clearance. In an embodiment, the first secondary air-taxi bridge 116 is moved telescopically. In an embodiment, any of the above-two movements are combined to move the first secondary air-taxi bridge 116. In an embodiment, all three of the above movements are combined to move the first secondary air-taxi bridge 116.

FIG. 1C is a plan layout during a method of docking the air taxi after the illustration in FIG. 1B, according to an embodiment. The first air taxi 126 is depicted as crossing the OFL 140 in the forward power-out mode. Accordingly in an embodiment for the ground movement of the first air taxi 126, it is able to push in, to achieve a docking position at the first secondary air-taxi, bridge 116 by a forward power-in push, and is further able to push out, from the first secondary air-taxi bridge 116 by a forward power-out push. This method of power-forward pushing in, docking at or near an air-taxi bridge, and forward-pushing out is hereinafter referred to as a forward power-in, forward-power out (FPIPO) push. The FPIPO push allows for a given air taxi to move into position to disgorge arriving passenger(s) if any, and to take on departing passenger(s) if any, without the need, expense, personnel, and care required for a tug.

In an embodiment, a method of operating an air taxi stand is provided. In this embodiment, a first air taxi 126 is hailed by a potential passenger. In an embodiment, “hailed by a potential passenger” means contacting air-taxi personnel at the concourse or the like or at the airport or the like that includes the concourse. In an embodiment, “hailed by a potential passenger” means contacting air-taxi personnel telephonically. In an embodiment, “hailed by a potential passenger” means contacting air-taxi personnel using electronic measures such as the internet. In an embodiment, “hailed by a potential passenger” means contacting air-taxi personnel through an intermediary such as a travel agency such that the potential passenger is a first party and a potential customer is the intermediary. In an embodiment, a method of responding to a passenger hail includes any of these passenger-personnel interactions, and the like.

A route is identified and agreed to by the customer and “personnel”, whether personnel is automated or live, which are associated with the first air taxi 126. The customer in an embodiment is a passenger. The customer in an embodiment is an agent of the passenger. The customer in an embodiment is an agent for cargo to be transported by the air taxi.

In an embodiment, the customer and the air-taxi personnel decide upon an appointment time, and the passenger boards or the cargo is loaded at the first air taxi 126 the first secondary air-taxi bridge 116 after the first air taxi 126 has docked with a forward power-in push. Thereafter, the first secondary air-taxi bridge 116 is moved away from the port wing of the first air taxi 126, and the first air taxi 126 can push out under a forward power-out push. Accordingly the first air taxi 126 has completed pushing in, docking, and pushing out with an FPIPO push. In an embodiment, the first secondary air-taxi bridge 116 articulates vertically instead of laterally as illustrated in FIG. 1B. In an embodiment, the aircraft proximal end 117 of the first secondary air-taxi bridge 116 articulates vertically such as is depicted in U.S. application Ser. No. 10/768,648, FIG. 6A. In an embodiment, the aircraft proximal end 117 of the first secondary air-taxi bridge 116 moves telescopically such as is depicted in U.S. application Ser. No. 10/768,648, FIGS. 8A and 8B. In an embodiment, any combination of at least two of the above-stated movements for the first secondary air-taxi bridge 116, or any part thereof, is used.

In an example method embodiment, the first air taxi 126 carried a first passenger by landing at the airfield that possesses the air-taxi stand 110. The passenger has arrived in the first air taxi 126 from a distant airfield. The first passenger deplanes. In an embodiment, the first passenger deplanes and transfers to a large aircraft such as any of the large aircraft depicted in FIG. 1A, 1B, or 1C. By transferring from the first air taxi 126 to, e.g. the large aircraft 130, the passenger has been able to fly in from a small airport such as, e.g., Davidson Army Air Base in Newington, Va., and to transfer with an FPIPO-push method to a large aircraft at, e.g., Reagan National Airport in Arlington, Va. that is flying to, e.g., Salt Lake City International Airport in Salt Lake City, Utah. In an embodiment, the passenger arrives at an air-taxi stand at a given gate, e.g., Gate D7 and departs from the same concourse, e.g., at Gate D1 as depicted in FIG. 13. Accordingly, this passage has been convenient for the passenger as she has not needed to span a large distance between passenger gates at the Reagan National Airport to meet the transfer aircraft.

In an embodiment, a second passenger has contacted air-taxi personnel, and has boarded the first air taxi 126 at the first secondary air-taxi bridge 116, which is located at, e.g., the Salt Lake City International Airport. Thereafter the second passenger travels in the first air taxi 126 to another airfield at, e.g., Moab, Utah, and deplanes. In an embodiment, the second passenger deplanes by stepping onto the tarmac of the other airfield. In an embodiment, the second passenger deplanes by stepping onto an air-taxi bridge of the other airfield. In an embodiment, the second passenger deplanes by stepping onto a large-aircraft passenger bridge. In an embodiment, the first air taxi 126 pushes away at the other airfield by with a forward power-out push. In an embodiment, the first air taxi 126 pushes away at the other airfield with a power-reverse out push. In an embodiment, the first air taxi 126 is moved with a tug.

It should become clear by reading this disclosure that without the need of a tug, and without the need to stop outside the OFL, and unhook the tug and optionally the “wing-walker's” intercom etc. after a reverse push, an aircraft that is docked as an air taxi according to any of the embodiments set forth in this disclosure, can reduce the total ground time between flights. Accordingly, a method of accommodating an aircraft includes accommodating an FPIPO push at an air-taxi stand, and optionally allowing passengers and/or freight to board or deplane. Additionally, a method of accommodating an aircraft includes accommodating an FPIPO push at an air-taxi stand and providing services such as refueling, catering, and cleaning etc. at a site remote to the air-taxi stand used during the FPIPO push. Similarly, a method of accommodating an aircraft includes accommodating an FPIPO push and providing less than all services such as refueling, catering, and cleaning etc. within an air-taxi stand. Similarly, a method of accommodating an aircraft includes accommodating an FPIPO push and providing all services such as refueling, catering, and cleaning etc. within the air-taxi stand that accommodates the FPIPO push.

In an embodiment, a method includes an FPIPO push including boarding and/or deplaning a passenger that requires about 30 minutes or less. In an embodiment, a method includes an FPIPO push including boarding and/or deplaning a passenger that requires about 20 minutes or less. In an embodiment, a method includes an FPIPO push including boarding and/or deplaning a passenger that requires about 10 minutes or less. In an embodiment, a method includes an FPIPO push including boarding and/or deplaning a passenger that requires about five minutes or less. In an embodiment, a method includes an FPIPO push including boarding and/or deplaning a passenger that requires about two minutes or less. In an embodiment, a method includes an FPIPO push including boarding and/or deplaning a passenger that requires about one minute or less.

In an embodiment, an air taxi can use only one push, whether power-forward push-in or power-forward push-out, and the other push is accomplished with a tug. Similarly in an embodiment, an air taxi can be pushed by FPIPO at an air-taxi stand embodiment, where a tug accomplishes both pushes, albeit they are technically towing the aircraft behind the tug. Similarly in an embodiment, an air taxi can be pushed in by power-backward in, and pushed out by power-forward towing the aircraft behind the tug.

Another embodiment includes a method of accommodating an FPIPO push and using a single-individual ground crew, airside, of one person for the optional tarmac intercom. Another embodiment includes a method of accommodating an FPIPO push and using a single-individual ground crew, concourse side, of one person at a ticket podium, and using air-taxi personnel, e.g., the air-taxi pilot, for assuring the correctly ticketed passenger(s) is boarding the appropriately hailed air taxi. For all method embodiments set forth in this paragraph, it should also be clear than any of FPIPO-push, forward partial-push, and forward towing embodiments set forth in the previous paragraph, can be combined for more disclosed method embodiments. Further, an assisted power-in reverse push, followed by a forward power-out push is also an embodiment.

FIG. 2 is a plan layout 200 for an air-taxi stand 210 for docking at least one air-taxi aircraft, which is coupled to a concourse by a fixed passenger tunnel 214 according to an embodiment. Similar to the layout in FIGS. 1A to 1C, the layout 200 includes a plurality of conventional docking ramps, 202, 204, and 206 that are coupled to a concourse, the external boundary of which is depicted as reference numeral 208. In an embodiment, the air-taxi stand 210 is bounded on one end at the concourse 208, and at the other end by an OFL 240. In an embodiment, the fixed passenger tunnel 214, which can be referred to as a primary air-taxi bridge 214, is coupleable with an air taxi 226 with an interface 213 that allows the fixed passenger tunnel 214 to form part of a controlled enclosure therebetween. In an embodiment, the interface 213 is referred to as a passenger pass-through 213.

In an embodiment, the air-taxi stand 210 includes a first secondary air-taxi bridge 216. In an embodiment, the air-taxi stand 210 includes a subsequent secondary air-taxi bridge 218.

Where present, docking ramps that are contiguous or close to the air-taxi stand 210, can include large aircraft 230, 232, and 234 that are docked adjacent or near the air-taxi stand 210. At the air-taxi stand 210, a first air taxi 226 is depicted as being docked at the first secondary air-taxi bridge 216. In an embodiment, the air-taxi stand 210 includes accommodation for docking the first air taxi 226 and a subsequent air taxi 228, which is docked at the subsequent secondary air-taxi bridge 218. Other aircraft can be docked adjacent or near the air-taxi stand 210. According to an embodiment, the air-taxi stand 210 accommodates an FPIPO push of a given air taxi similar to the FPIPO-push movement of air any given air taxi depicted in FIGS. 1A, 1B, and IC and as described herein.

In an embodiment, any of the method embodiments set forth for the first air taxi 126 depicted in FIGS. 1A, 1B, and 1C, are applicable to the first air taxi 226 in FIG. 2. These methods include movement embodiments such as an FPIPO push or a portion thereof. Other method embodiments include, for example, the first air taxi 226 can be refueled at the starboard wing by a refueling vehicle because adequate space is provided within the air-taxi stand 210. Similarly, any of the method embodiments of passenger boarding, docking, passenger deplaning, passenger transferring, etc. is applicable to the first air taxi 226, as well as to the subsequent air taxi 228.

FIG. 3A is a plan layout 300 for an air-taxi stand 310 for docking a single air-taxi aircraft 326 according to an embodiment. The air-taxi stand 310 is coupled to a concourse by a fixed passenger tunnel 314 according to an embodiment. Similar to the layout in FIG. 2, the layout 300 includes a plurality of conventional docking ramps that are coupled to a concourse, the external boundary of which is depicted as reference numeral 308. In an embodiment, the air-taxi stand 310 is bounded on one end at the concourse 308, and at the other end by an OFL 340. Where present, docking ramps that are contiguous or close to the air-taxi stand 310, can include large aircraft 330, 332, and 334 that are docked adjacent or near the air-taxi stand 310.

In an embodiment, the fixed passenger tunnel 314, which can be referred to as a primary air-taxi bridge 314, is coupleable with an air taxi with an interface 313 that allows the terminal end of the fixed passenger tunnel 314 to form a controlled enclosure between the concourse 308 and a secondary air-taxi bridge 316. In an embodiment, the interface 313 is referred to as a passenger pass-through 313. Other air taxis 336 and 338, are depicted as waiting in a queue behind the first air taxi 326, for docking at the aircraft proximal end 317 of the secondary air-taxi bridge 316.

Consequently, a method embodiment includes allowing the simultaneous ground movement of a plurality of air-taxi aircraft within the confines of the air-taxi stand 310, which may be the confines of a conventional docking ramp. Such simultaneous ground movement is exemplified by the first air taxi 326 and the second air taxi 336, operating simultaneously within the confines of the air-taxi stand 310, but operating in a queue that focuses at the secondary air-taxi bridge 316. Further, an air-taxi stand embodiment is configured to allow the simultaneous movement of a plurality of air taxis within confines of the air-taxi stand.

Hereinafter unless otherwise disclosed, method embodiments include allowing simultaneous and independent PFIFO ground movement of a plurality of air taxis, where more than one secondary air-taxi bridge is present within the air-taxi stand. Further unless otherwise disclosed, method embodiments include the simultaneous PFIFO movement of a plurality of air taxis, where only one secondary air-taxi bridge is present within the air-taxi stand. By the same token, air-taxi stand embodiments similarly are configured to allow “simultaneous and independent” or “simultaneous” PFIFO ground movement.

In an embodiment, the fixed passenger tunnel 314 is laid out to extend substantially parallel to the large-aircraft boarding bridge that accommodates the large aircraft 332. Accordingly although not illustrated, the major axis of the fixed passenger tunnel 314 can be substantially parallel with the major axes of the large-aircraft passenger bridges depicted in FIG. 3A. Accordingly, the port wing boundary for the large aircraft 332 may be approached or breached by the fixed passenger tunnel 314. This allows, however, for a larger turning area, depicted approximately at item 331.

In an embodiment, the primary air-taxi bridge 314 extends up to and within about a meter or two of the OFL 340 to minimize the jet blast or the prop blast, albeit it may be a minor fraction of the jet blast of a large aircraft upon the concourse 308 or personnel, etc. In an embodiment, the secondary air-taxi bridge 316 extends to the OFL 340, such that an air taxi does not cross the OFL 340 for passenger ingress/egress.

FIG. 3B is a plan layout 301 during a method of docking an air taxi after the illustration in FIG. 3A, according to an embodiment. The first air taxi 326 is depicted in as having pushed away from the aircraft proximal end 317 of the secondary air-taxi bridge 316, and the secondary air-taxi bridge 316 has been moved away from the port wing, sufficient to allow the first air taxi 326 to push away from the first secondary air-taxi bridge 316 with a forward power-out push. Accordingly, the first air taxi 326 has completed an FPIPO push within the air-taxi stand 310.

In an embodiment, any of the method embodiments set forth for the air taxis depicted in FIGS. 1A, 1B, 1C, and 2, are applicable to the first air taxi 326 in FIGS. 3A and 3B. These methods include movement embodiments such as an FPIPO push or a portion thereof. For example, the air taxi can have been towed into place where it can be coupled with the aircraft proximal end 317, but it pushes out under forward power-out mode. Other method embodiments include, for example, the first air taxi 326 can be refueled at the starboard wing by a refueling vehicle because adequate space is provided within the air-taxi stand 310. Similarly, any of the method embodiments of passenger boarding, docking, passenger deplaning, passenger transferring, etc., is applicable to the first air taxi 326, as well as to any of the subsequent air taxis 336 and 338.

Jet blast for an air taxi in the vicinity of the plan layout 301 is minimal for an air taxi in comparison with a regional jet such as a Canadair® CRJ-700, which is greater than that of an air taxi by a factor of about 10. Similarly, the jet blast for an air taxi in the vicinity of the plan layout 301 is minimal for an air taxi in comparison with a regional jet such as a Boeing® 737-900, which is greater than that of an air taxi by a factor of more than about 20. And because jet blast dissipates by a factor that is inversely proportional to the distance between the motor of the air taxi and any structure of the plan layout 301 that is impacted by jet blast, the jet blast is significantly low.

In an embodiment, the first air taxi 326 docks by a forward-power in push, pushes back either by use of a tug or a power-reverse push, and taxis away from the layout 301 by a power-forward mode.

In an embodiment, security issues require a passenger to remain substantially contained and away from free movement on the tarmac during boarding or deplaning. Accordingly, an air-taxi passenger who is boarding, must pass through security screening within the terminal 308 as do passengers who are boarding on any of the large aircraft 330, 332, and 334. Thereafter, the air-taxi passenger remains contained within the terminal 308, within the fixed passenger tunnel 314, within the interface 313, within the secondary air-taxi bridge 316, and through the aircraft proximal end 317 and into the air taxi 326. Similarly for a deplaning passenger, it can be subjected to security screening before arrival at the airfield that contains the layout 310, or it can be subjected to security screening after deplaning, but before further movement within the terminal 308 as illustrated in FIG. 13.

FIG. 4A is a plan layout 400 for an air-taxi stand 410 for docking a single air-taxi aircraft 426 according to an embodiment. The air-taxi stand 410 is coupled to a concourse 408 by a large aircraft passenger bridge 412 according to an embodiment. Similar to the layout in FIG. 3A, the layout 400 includes a plurality of conventional docking ramps that are coupled to the concourse 408. In an embodiment, the air-taxi stand 410 is bounded on one end at the concourse 408, and at the other end by an OFL 440. Where present, docking ramps that are contiguous or close to the air-taxi stand 410, can include large aircraft 430, 432, and 434 that are docked adjacent or near the air-taxi stand 410.

In an embodiment, the large aircraft passenger bridge 412, which can be referred to as a primary air-taxi bridge 412, is coupleable with an air taxi 426 with an interface 413 that allows the terminal end of the large aircraft passenger bridge 412 to form a controlled enclosure therebetween. In an embodiment, the large aircraft passenger bridge 412 is a fixed passenger tunnel. In an embodiment, the interface 413 is referred to as a passenger pass-through 413. In an embodiment, the air-taxi stand 410 includes a secondary air-taxi bridge 416. Other air taxis 436 and 442 are depicted as waiting in a queue behind the first air taxi 426, for docking at the aircraft proximal end 417 of the secondary air-taxi bridge 416. In an embodiment, the air taxi 442 proceeds to dock at the aircraft proximal end 417 before the air taxi 436. In this embodiment, the “queue” is a parallel queue, where a first-in air taxi, e.g., air taxi 436, waits for a subsequent-in air taxi, e.g., air taxi 442 to execute a PFIFO push.

FIG. 4B is a plan layout 401 during a method of docking an air taxi after the illustration in FIG. 4A, according to an embodiment. The first air taxi 426 is depicted as having pushed away from the aircraft proximal end 417 of the secondary air-taxi bridge 416, and the secondary air-taxi bridge 416 has been articulated away from the port wing, sufficient to allow the first air taxi 426 to push away from the first secondary air-taxi bridge 416 by a forward power-out mode.

In an embodiment, any of the method embodiments set forth for the air taxis depicted in FIGS. 1A, 1B, 1C, 2, 3A, and 4A, are applicable to the first air taxi 426 in FIGS. 4A and 4B.

FIG. 5A is a perspective elevation of a layout 500 that includes equipment comprising the air-taxi stand 410 depicted in FIG. 4A according to an embodiment. The layout 500 includes as part of the air-taxi stand 410, the large aircraft passenger bridge 412, and the passenger pass-though 413, which is also referred to as an aircraft distal end 413 of the secondary air-taxi bridge 416. The secondary air-taxi bridge 416 can also be referred to as a unit 416. In an embodiment, the air-taxi stand 410 also includes a hub 514 that is capable of pivoting. The hub 514 includes a variable wall 515, which is collapsible in an embodiment such as an accordion structure, to allow a distal portion, also referred to as the aircraft proximal end 417, of the first secondary air-taxi bridge 416 to articulate to allow the first air taxi 426 to push in, dock, and push out by executing an FPIPO push. Similarly, the passenger pass-through 413 includes access 521 such as a door(s) on the side opposite where it interfaces with a structure such as the large-aircraft passenger bridge 412.

In an embodiment, the unit 416 is mounted upon a platform 527. The air-taxi bridge 416 as a whole, can be positionable to interface at the aircraft distal end 413 on either side; on the side obscured in FIG. 5A where it interfaces with the large-aircraft passenger bridge 412; or at the access 521 where the unit can be positioned otherwise (see FIGS. 7A and 7B).

In an embodiment, the aircraft proximal end 417 also includes a telescoping structure 519 that can shorten a gap between the aircraft proximal end 417 and the passenger-door sill of the air taxi 426. In an embodiment, a plank can be dropped onto the passenger-door sill of the air taxi 426 and also onto the first secondary air-taxi bridge 416 at the aircraft proximal end 417.

FIG. 5B is a perspective elevation of a layout 501 that includes equipment comprising the air-taxi stand 410 depicted in FIG. 4B according to an embodiment. The aircraft proximal end 417 of the unit 416 has been articulated to allow the first air taxi 426 to push away under a forward power-out push. Consequently, the first air taxi 426 is able to push in, dock, and push out by executing an FPIPO push.

In an embodiment, the unit 416 is mobile-capable such that it can be dynamically positioned at the large-aircraft passenger bridge 412. In an embodiment, the unit 416 is a wheeled 529 conveyance. In an embodiment, the unit 416 is moveable, but not necessarily with a wheel 529. In an embodiment, the unit 416 is mounted on a track (not pictured) that replaces the wheels 529 depicted in FIG. 5A. Generically, the “conveyance” means that the unit 416 is ambulatory-capable such that it can move and/or articulate sufficient to allow an air-taxi port wing to clear during a forward power-out push or a tug-towing action.

In an embodiment, the unit 416 is not articulated as depicted in FIG. 5B, rather, it is simply driven off to the right in FIG. 5B to allow clearance of the starboard wing of the first air taxi 426 such that the first air taxi 426 can push away with a forward power-out push. Accordingly, the structure between the passenger pass-through 413 and the aircraft-proximal end 417, if any, is referred to as a joint. In this embodiment, however, the joint is not articulating or it is not used to articulate.

In an embodiment, the unit 416 is stationary with a base 529 such as wheels, but the passenger pass-through 413 and the aircraft-proximal end 417 are allowed to slide laterally upon the base 527 such as upon tracked rollers. Accordingly in this embodiment, the “conveyance” relates to the passenger pass-through 413 and the aircraft-proximal end 417 as they are moved laterally and above the base 527.

In an embodiment, the unit 416 can be constructed without any significantly moving parts, such that the hub 514 and the variable wall 515 are not present, and the passenger pass-through 413 and the aircraft proximal end 417 are connected. Accordingly, the unit 416 can be moved right and left laterally to dock with the first air taxi 426 and simultaneously to align the access that is opposite the access 521 where it interfaces with a structure such as the large-aircraft passenger bridge 412.

FIG. 6 is a plan layout 600 for an air-taxi stand 610 for docking at least one aircraft, which docks in a nose-in configuration with respect to the concourse according to an embodiment. The concourse 608 can accommodate large aircraft such as the large-aircraft 630, 632, and 634. In an embodiment, the air-taxi stand 610 includes a large aircraft passenger bridge 612 and a passenger pass-through 614. In this embodiment, the passenger pass-through 614 is merely the primary air-taxi bridge 614, and an interface 613 is merely the skirt 613 of the large-aircraft passenger bridge 612. In an embodiment, the air-taxi stand 610 accommodates the first air taxi 626 and optionally a subsequent air taxi 628, which is docked at the subsequent secondary air-taxi bridge 618.

In an embodiment, the first air taxi 626 has reached the depicted position with a forward power-in push. In an embodiment, the forward power-in push allows the pilot to position the air taxi 626 without use of a tug. Similarly, the subsequent air taxi 628 has reached the subsequent secondary air-taxi bridge 618 with a forward power-in push.

Where the air-taxi stand 610 is occupied according to an embodiment, a queued-up air taxi 642 can wait for a boarding bridge outside the OFL 640. In an embodiment, FPIPO movements of both the first air taxi 626 and the subsequent air taxi 628 are depicted in phantom lines as the respective first and subsequent air taxis 627 and 629. The subsequent air taxi 627 can execute a turn at the turning area 633 in the air-taxi stand 610.

In an embodiment, a combination of the air-taxi stand 610 in FIG. 6 and the air-taxi stand 110 depicted in FIG. 1A is provided. In this embodiment, the air-taxi stand includes a common structure such as the passenger pass-through 113 (FIG. 1A), the primary air-taxi bridge 114, and at least one each of the secondary air-taxi bridges 116 and 616. Accordingly, air taxis may achieve an FPIPO push on both sides of the primary air-taxi bridge 114. In an embodiment, the air-taxi stand 610 includes a primary passenger bridge such as the primary air-taxi bridge 114 and at least three secondary air-taxi bridges. For example, the air taxi stand 610 includes the first secondary air-taxi bridge 116 on the left of the primary air-taxi bridge 114, the first secondary air-taxi bridge 616 on the right, the subsequent secondary air-taxi bridge 118 on the left, and optionally the subsequent secondary air-taxi bridge 618 on the right.

FIG. 7A is a plan layout 700 for an air-taxi stand 710 for docking a single aircraft, which moves within the air-taxi stand 710 by an FPIPO push according to an embodiment. The concourse 708 can accommodate large aircraft such as the large-aircraft 730, 732, and 734. In an embodiment, the air-taxi stand 710 includes a large aircraft passenger bridge 712 and a passenger pass-through 713. In this embodiment, the passenger pass-through 713 is part of a unit 716 that is coupleable at an aircraft distal end 713 at an access 721 for a structure such as the large-aircraft passenger bridge 712, and at an aircraft proximal end 717 to an aircraft. In an embodiment, the unit 716 is merely the secondary air-taxi bridge 416 depicted in FIG. 5A, where the access 721 (521 in FIG. 5A) is now coupled directly to the large-aircraft passenger bridge 712.

Where the air-taxi stand 710 is occupied according to an embodiment, a queued-up air taxi 742 can wait for a boarding bridge inside the OFL 740. In an embodiment, FPIPO-push movement of both the first air taxi 726 and the queued-up air taxi 742 are carried out inside the OFL 740.

FIG. 7B is a plan layout 701 that illustrates the air-taxi stand 710 during a method of accommodating an air taxi 726 according to an embodiment. After the aircraft proximal end 717 of the unit 716 has been moved, the first air taxi 726 is able to push away with a forward power-out push. Consequently, the first aircraft 726 is able to push in, dock, and push out with an FPIPO push, as also the subsequent aircraft 742 is able.

FIG. 8 is a plan layout 800 for an air-taxi stand 810 that also shares a common passenger tunnel for a large aircraft 832 according to an embodiment. A large-aircraft passenger bridge 812, which can be substituted with a fixed passenger tunnel, is used as a primary passenger bridge 812. A passenger pass-through 813 is used to couple the large aircraft 832 with the large-aircraft passenger bridge 812. In an embodiment, the structures including a large-aircraft secondary bridge 822 and the passenger pass-through 813 are the same structure as the secondary air-taxi bridge 416 depicted in FIG. 5A, which has been articulated to match the configuration depicted in FIG. 8.

The other structures for the air-taxi stand 810 include the primary air-taxi bridge 814 and at least the first secondary air-taxi bridge 816. In an embodiment, the air-taxi stand 810 includes the primary air-taxi bridge 814, the first secondary air-taxi bridge 816, and the subsequent secondary air-taxi bridge 818. As depicted in FIG. 8, a first air taxi 826 is present. In an embodiment, any of the subsequent air taxi 828, or the other air taxis 836, 838, and 842 can be present in a method of FPIPO pushing.

In an embodiment, the air-taxi stand 810 is adjacent at least one large-aircraft docking bay, which includes large aircraft such as the aircraft 830 or 832. Other large aircraft, e.g., large aircraft 834 may be neighboring but not adjacent the air-taxi stand 810.

FIG. 9 is a plan layout 900 of a concourse that has been retrofitted or designed to accommodate an interstitial air-taxi stand 910 according to an embodiment. A large-aircraft passenger bridge 912 is coupled to a concourse 908. A passenger pass-through 913 forms an interface between the concourse 908 and a large aircraft. Further, the passenger pass-through 913 is coupled to a primary air-taxi bridge 914, which is further coupled to a secondary air-taxi passenger bridge 916. The passenger pass-through 913, along with the primary air-taxi bridge 914 and the secondary air-taxi passenger bridge 916 form an interface between the concourse 908 and an air taxi 926. The secondary air-taxi passenger bridge 916 includes an aircraft proximal end 917 and the passenger pass-through 913 is the aircraft distal end 913. In an embodiment, the air taxi 926 fits interstitially between, e.g. two large aircraft 930 and 932 in a manner that does not require moving them.

In the interstitial air-taxi embodiments, a method embodiment includes allowing the simultaneous ground movement of a plurality of air-taxi aircraft but only one air taxi at a time is the confines of the air-taxi stand 910. Consequently, the plurality of air-taxi aircraft may include an air taxi that that recently departed from the confines of the air-taxi stand 910, or an air taxi that is waiting beyond the OFL 940 for a turn to enter the confines of the air-taxi stand 910. Further, an air-taxi stand embodiment is configured to allow the simultaneous movement of a plurality of air taxis as described herein for interstitial air-taxi embodiments.

In an embodiment a subsequent air-taxi stand 911 illustrates a subsequent air taxi 928 that was docked at a subsequent air-taxi bridge 918. In this embodiment, the subsequent air-taxi bridge 918 has been articulated to allow the subsequent air taxi 928 to complete an FPIPO push. Similar to the air-taxi stand 910, the subsequent air-taxi stand 911 can share boarding equipment with a large aircraft 934. Similarly, the subsequent air-taxi stand 911 can be adjacent a docking bay for a large aircraft 935.

FIGS. 10A, 10B, and 10C are plan layouts for an air-taxi stand 1008 that facilitates FPIPO pushing of a regional aircraft 1026 according to an embodiment. Structures used in the air-taxi stand 1010 include a large-aircraft passenger bridge 1012, which can be substituted with a fixed passenger tunnel. A passenger pass-through 1013 forms an interface between the large-aircraft passenger bridge 1012 and a primary air-taxi bridge 1014. Also in this embodiment, a first secondary air-taxi bridge 1018 is present, and optionally a subsequent secondary air-taxi bridge 1016. The air-taxi stand 1010 is bounded at one end by a concourse external barrier 1008 and at the other end by an OFL 1040. Turn-around space is designated approximately at 1031.

In a method embodiment, a regional jet 1026, acts as an air taxi by executing an FPIPO push. In FIG. 10A, the regional jet 1026 begins an FPIPO push by crossing the OFL 1040.

FIG. 10B illustrates the method depicted in FIG. 10A after a lapse of time. In FIG. 10B, the regional jet 1026 has begun to execute a starboard turn in preparation for halting within the air-taxi stand 1010.

FIG. 1C illustrates the method depicted in FIG. 10B after a further lapse of time. In FIG. 10C, the regional jet 1026 has completed the starboard turn and has docked with the first secondary air-taxi bridge 1018. After a further lapse of time, the regional jet 1026 will be able to complete an FPIPO push according to an embodiment.

Similar to the space-limiting interstitial air-taxi embodiments, a method embodiment includes allowing the simultaneous ground movement of a plurality of air-taxi aircraft (which are regional aircraft) but only one regional aircraft at a time is within the confines of the air-taxi stand 1010. Consequently, the plurality of air-taxi aircraft may include a regional aircraft that that recently departed from the confines of the air-taxi stand 910, or a regional aircraft that is waiting beyond the OFL 940 for a turn to enter the confines of the air-taxi stand 910. Further, an air-taxi stand embodiment is configured to allow the simultaneous movement of a plurality of regional aircraft as described herein for regional aircraft embodiments.

FIG. 11 is a plan layout 1100 for an air-taxi stand 1110 for docking at least one air taxi, which is configured at a concourse corner for an FPIPO push according to an embodiment.

A large-aircraft passenger bridge 1112 or air taxi, or one of them, or optionally a fixed passenger tunnel couples to a concourse 1108. A passenger pass-through 1113 forms an interface between the concourse 1108 and a primary air-taxi bridge 1114. Similar to other structures set forth in this disclosure, a first secondary air-taxi bridge 1116 and a subsequent secondary air-taxi bridge 1118, or one of them, are provided, to facilitate the respective FPIPO pushing of a first air taxi 1126 and a second air taxi 1128 which are docked as depicted. Additionally, queued-up air taxis 1136 and 1138 are positioned inside an OFL 1140. The queued-up air taxis 1136 and 1138 are depicted as executing a starboard turns at a turn-around space 1131.

In an embodiment, the primary air-taxi bridge 1114 can be attached at the position where the large-aircraft passenger bridge 1112 is attached to the concourse. The large-aircraft passenger bridge 1112 is not present, and the two docking bays for the large aircraft 1132 and 1133 are arranged for substantially orthogonal docking, such as for aircraft 1134. In this embodiment, the primary air-taxi bridge 1114 is a fixed passenger tunnel 1114 that terminates at about the location of the subsequent air-taxi bridge 1118. In this embodiment, the subsequent air-taxi bridge 1118 is the only air-taxi bridge in the air-taxi stand 1110, and the air-taxi stand 1110 may accommodate only one air taxi at a time within the confines of the OFL 1140.

Additionally, FIG. 11 depicts two docking bays that have been reconfigured with large aircraft 1132 and 1133, to partially accommodate the air-taxi stand 1110 according to an embodiment, and optionally to accommodate interstitial air taxis 1137 and 1139 according to an embodiment. Optionally the air taxis 1137 or 1139 are regional aircraft that require a tug to push them back. In an embodiment, an air-taxi bridge 1169 has been grafted adjacent the large aircraft 1132, such that a passenger who boards the large aircraft 1132 passes through the air-taxi bridge 1169. The grafted air-taxi bridge 1169 is depicted as being extended and the interstitial air taxi 1137 is docked thereto. The three images in phantom lines that begin at the OFL 1140, depict a forward power-in push of the interstitial air taxi 1137.

The interstitial air taxi 1139 is depicted, with two trailing images in phantom lines as having pushed away from a grafted interstitial air-taxi bridge 1179. In an embodiment, the grafted interstitial air-taxi bridge 1179 is retracted sufficiently such that the interstitial air taxi 1139 is able to complete an FPIPO push as it crosses the OFL 1140 and leaves the docking bay it has shared with the large aircraft 1133. In an embodiment, the walls of the grafted interstitial air-taxi bridge 1179 and optionally the ceiling, are collapsible such as accordion-like, such that retraction of the grafted interstitial air-taxi bridge 1179 can be accomplished without blocking the passenger pass-through portion thereof.

FIG. 12 is a plan layout 1200 for both push-back regional aircraft boarding 1201, 1203, 1205, 1207, 1209, 1211, and 1212, and for FPIPO air-taxi pushing 1202, 1204, 1206, 1208, and 1210 at a concourse 1208 according to an embodiment. A first air taxi 1226 has begun an FPIPO push by turning at 1231 and docking a the air-taxi bridge 1202. Similarly, a subsequent air taxi 1228 has begun an FPIPO push by turning at 1233 and docking a the air-taxi bridge 1202. In an embodiment, the concourse 1208 is a mid-field structure. In an embodiment, the concourse 1208 is joined at 1244 with other structures.

FIG. 13 is a plan of a concourse 1308 that has been retrofitted or designed to accommodate an integrated air-taxi stand 1310 according to an embodiment. The concourse 1308 includes gates for large aircraft at D1, D2, D3, D4, D5, D6, D9, D10, D11, D13, and D14. Additionally, the concourse 1308 includes an integrated air-taxi stand 1310 at gate D7. In an embodiment, a security area 1306 is provided for security screening an incoming passenger, who has boarded at a non-secure site, but who must pass through the concourse 1308, which is a secure site. In an embodiment, security screening includes at least one of baggage inspection, passenger profiling, passenger inspection, and passenger searching. Additionally, the concourse 1308 includes an interstitial regional aircraft boarding pier 1103 at Gate D8.

In an embodiment, the concourse 1308 includes grafted-interstitial boarding bridges 1369, 1379, 1389 and 1399 at gates D12 and D11 and at D14 and D13, respectively. In an embodiment, a two-aircraft equipment business operation is carried out at Gate D13. For example, a two-aircraft equipment business operation includes a Canadair regional jet as a first-equipment aircraft and a Boeing 737 jet as a second-equipment aircraft A large-aircraft passenger bridge 1312 at Gate D13 is coupled to the concourse 1308. A first secondary passenger bridge 1399 is coupled to the large-aircraft passenger bridge 1312 at a passenger pass-through 1313. In other words, the first secondary passenger bridge 1399 is grafted into the docking ramp at Gate D13. In this embodiment, the first secondary passenger bridge 1399 is configured to accommodate a large aircraft 1330 at an aircraft distal end, and smaller aircraft 1326 at an aircraft proximal end 1317. In an embodiment, the smaller aircraft 1326 is a regional aircraft. In an embodiment, the smaller aircraft 1326 is an air taxi. In an embodiment, the passenger pass-through 1313 at the first secondary passenger bridge 1399 is a module that attaches to a unit such as the unit 416 depicted in FIG. 5. The passenger pass-through 1313 is attachable at an access that is opposite to the access 521 depicted in FIG. 5.

A substantially identical unit 1389 is depicted at Gate D14 according to an embodiment Similarly but not identical units 1379 and 1369 are depicted at Gates D12 and D11 respectively according to an embodiment.

In an embodiment, the two-aircraft business effort includes two aircraft such as a fleet of large aircraft, e.g., Boeing 737 aircraft and as a fleet of smaller aircraft, e.g., Canadair regional aircraft. In an embodiment, the smaller aircraft includes air-taxi aircraft as set forth in this disclosure.

FIG. 14 is a method flow diagram according to various embodiments.

At 1410, a concourse is the, e.g., re-designed “Concourse D” (FIG. 13) at the U.S. airport SLC. The concourse is retrofitted or designed to accommodate at least one air-taxi stand.

At 1420, a method embodiment includes replacing an existing regional aircraft concourse with a concourse that includes at least one air-taxi stand. In another embodiment at 1420, an existing regional aircraft concourse is retrofitted with an air-taxi stand.

At 1430, a method embodiment includes docking an aircraft at an air-taxi stand.

At 1440, a method embodiment includes boarding or deplaning at an air-taxi stand.

At 1450, a method embodiment includes transferring between two aircraft, using at least one air-taxi stand.

FIG. 15 is a schematic of two interstitial aircraft boarding bridges according to an embodiment. In an embodiment, grafted-interstitial boarding bridges 1379 and 1399 are depicted. The first secondary passenger bridge 1399 is coupleable to the large-aircraft passenger bridge 1312 at the passenger pass-through 1313. In this embodiment, the first secondary passenger bridge 1399 is configured to accommodate the large aircraft 1330 at the air-taxi distal end 1313, and smaller aircraft 1326 at the air-taxi proximal end 1317. In an embodiment, the smaller aircraft 1326 is a regional aircraft. In an embodiment, the smaller aircraft 1326 is an air taxi. In an embodiment, the passenger pass-through 1313 at the first secondary passenger bridge 1399 is a module that attaches to a unit such as the unit 416 depicted in FIG. 5. The passenger pass-through 1313 is attachable at an access that is opposite to the access 521 depicted in FIG. 5.

Similarly but with a different structure, the first secondary passenger bridge 1379 is configured to accommodate the large aircraft 1332 at the air-taxi distal end 1313 and a smaller aircraft at the air-taxi proximal end 1317. In an embodiment, the smaller aircraft is a regional aircraft. In an embodiment, the smaller aircraft is an air taxi. In an embodiment, the passenger pass-through 1313 at the first secondary passenger bridge 1379 is part of an “L” shape that couples to the air-taxi proximal end 1317.

FIG. 16 is a schematic top and side elevational view of an interstitial aircraft boarding bridge according to an embodiment. The interstitial aircraft boarding bridge 1399 at gate D13 in FIG. 13 is depicted in greater detail. The interstitial aircraft boarding bridge 1399 is laid out above in FIG. 16 in the X-Y plane to depict a top view. The interstitial aircraft boarding bridge 1399 is laid out below in FIG. 16 in the Z-X plane to depict an elevational side view. Beside the structures of the at the air-taxi distal end 1313, also referred to as the passenger pass-through 1313, and the air-taxi proximal end 1317, the interstitial aircraft boarding bridge 1399 is depicted with a pass-through base 1329 and an aircraft-proximal-end base 1339 to support the interstitial aircraft boarding bridge 1399. The dashed regions represent approximate footprints for the interstitial aircraft boarding bridge 1399.

FIG. 17 is a method flow diagram according to various embodiments.

At 1710, a concourse is the, e.g., redesigned “Concourse D” (FIG. 13) at the U.S. airport SLC. The concourse is retrofitted or designed to accommodate at least one grafted-interstitial aircraft boarding bridge.

At 1720, a method embodiment includes replacing an existing regional aircraft concourse with a concourse that includes at least one grafted-interstitial aircraft boarding bridge. In another embodiment at 1720, an existing regional aircraft concourse is retrofitted with a grafted-interstitial aircraft boarding bridge.

At 1730, a method embodiment includes docking an aircraft at a grafted-interstitial aircraft boarding bridge.

At 1740, a method embodiment includes boarding or deplaning at a grafted-interstitial aircraft boarding bridge.

At 1750, a method embodiment includes transferring between two aircraft, using at least one grafted-interstitial aircraft boarding bridge.

FIG. 18 is a method flow depiction 1800 according to various embodiments. In an embodiment, an air taxi is “hailed” by a potential customer or their agent, by making a bid to secure passage on an air taxi. In an embodiment, the act of “making a bid” includes posting a proposal, e.g., the potential customer proposes a desired flight plan. In an embodiment, the act of “making a bid” includes posting a proposal, e.g., the potential customer proposes a desired flight plan and proffers a fare. In an embodiment, the act of “making a bid” includes posting a proposal, e.g., the potential customer proposes a desired flight plan and at least one of departure and arrival time windows. In an embodiment, the act of “making a bid” includes posting a proposal, e.g., the potential customer proposes a desired flight plan and the desired flight plan has a preestablished fare. In an embodiment, the potential customer makes a bid with at least two of proposing a desired flight plan, proposing at least one of a departure and arrival time window, proposing a desired fare, and acceding to a preestablished fare.

In an embodiment, the pre-established fare is based upon distance and airport taxes. In an embodiment, the preestablished fare is based upon other commercial considerations such as the time span between the act of making a bid and the proposed departure time. In an embodiment, the pre-established fare is based upon distance, airport taxes, and other commercial considerations such as the time span between the act of making a bid and the proposed departure time.

In an embodiment, the act of “making a bid” is carried out electronically. In an embodiment, if the act of “making a bid” is carried out on a web-based tool, an air taxi company, an air taxi broker, or another business entity manages the web-based tool. A “web-based tool” means using an internet communication or the like to carry out the act of making a bid. In an embodiment with a web-based tool or the like, a potential passenger who desires to make a trip but has a flexible schedule, is notified that other bids have been received for the same flight plan or a portion thereof, and the air taxi company suggests a fare that will cause all bids to be accepted and binding.

In an embodiment, the act of hailing the air taxi includes taking into account the desired flight plan and the number of fares requesting the flight plan or a portion thereof. When the air taxi company or the like has received enough bids from potential customers to join the proposed flight plan, or a portion thereof, the air taxi company accepts the bids and in an embodiment, the potential customers' bids are binding upon acceptance by the air taxi company. In an example embodiment, a potential customer hails an air taxi for the air taxi company to fly two passengers, in Utah, from Moab 1810 to Las Vegas 1820 in Nevada 1820. The bid is for during the time window between 8:00 a.m. and 12:00 p.m. The air taxi company acknowledges the bid, and waits for one more bid to make the trip “profitable” within their business model. In an embodiment, the trip with only two fares, is not profitable on paper, but is still deemed profitable for market-development or other reasons. In an embodiment, the trip makes a profit on paper, with only two fares. In an embodiment, the air taxi company waits for or solicits additional bids for passengers or cargo to join the flight plan, and when a threshold level of bids is reached, the air taxi company accepts the bids and binds the bidders.

In an embodiment, a first bid or a plurality of first bids for a given flight plan or a portion thereof, has been accepted by the air taxi company under a bid model termed “the efficient breach”. In this embodiment, the first bidders in an “efficient breach” contract, acknowledge that despite the accepted first bid, the air taxi company can received and accept a higher second bid by another potential customer or group of bidders, and that the second bid will be accepted such that the first bid with its acceptance is nullified. In an embodiment, the nullified first bid is placed on “standby” status, and if the first bidder or first bidders have or will indicate flexibility with their proposed flight plan, it will be executed within a pre-proposed flexibility window. In an embodiment, the air taxi company announces an efficient breach, and proposes a flexibility window for the first bidders including the optional alternative of at least one of different fares or different flight plans.

Because of the flexibility of an air taxi using rural airports, municipal airports, and commercial airports that service large passenger aircraft such as the Boeing 737 family of aircraft, an embodiment for hailing an air taxi includes an existing air taxi contract being modified to accommodate a potential customer's haling the air taxi. In an embodiment, an engaged air taxi is flying or will soon fly between Reno 1830 in Nevada and Salt Lake City 1840. In an embodiment, a contract is entered in to, and an air taxi executes the contract by flying nonstop, from Reno 1830 to Salt Lake City 1240.

In an embodiment, however, before or during execution of the Reno-to-Salt Lake City contract, a potential passenger in Grouse Creek 1850 hails the air taxi by making a bid. The existing customers have entered a contract with at least an arrival time window, for passenger(s) and/or cargo. The arrival time window allows for the Reno-to-Salt Lake flight to be diverted to a rural airstrip in Grouse Creek 1850 to service the potential customer. In an embodiment the air taxi company has equipment manufactured by Eclipse Aviation. The equipment is the Eclipse® 500. The Eclipse® 500 has a maximum cruise speed of about 375 knots and it can carry up to six occupants. It also can sustain a range of about 1,280 nautical miles and a ceiling of about 41,000 foot. In this embodiment, the flight has room for a passenger or for cargo, and it diverted or it enters the diversion into the flight plan upon a given level of acceptance of the Grouse Creek customer's bid such as accepting a credit card payment through the web-based tool. In an embodiment, the Grouse Creek customer has a destination that varies from Salt Lake City 1840 and the existing contract is modified to have the air taxi fly to, e.g., Sun Valley 1860 in Idaho before continuing on to Salt Lake City 1850. In an embodiment, the Sun Valley 1860 destination is achieved after the air taxi has attained the Salt Lake City 1850 destination.

In an embodiment, the bidding program is posted on a web-based tool and bids are not recognized as legally binding bids. Rather, a proposal is posted by a potential customer. In an embodiment, a proposed flight plan with an optional proposed fare is part of a “discussion” by a potential customer or potential customers. In an embodiment, the “discussion” is on a web-based tool such as a discussion board, and a potential air taxi carrier, an agent thereof, or a broker (hereinafter “air taxi broker”), monitors or is notified of the discussion board. In an embodiment, the potential customer(s) post “earnest money” that will bind them upon acceptance of their proposal including some or all conditions proposed such as equipment, price, departure/arrival time window(s) and others. In an embodiment, the air taxi broker, enters the discussion board and accepts the proposals, which acceptance binds the potential customer(s). In an embodiment, the air taxi broker, enters the discussion board and makes non-binding counterproposals. Upon the acceptance of a non-binding proposal by the discussion group, the discussion board is upgraded to a “contract board” and the parties enter the contract as discussed. In other words, the air taxi broker(s), monitor(s) the discussion and at least one thereof makes an offer to the potential customer(s) that have been discussing the proposed flight plan or portion thereof. The potential customer(s) then respond(s) until a critical mass is achieved such that the air taxi broker binds itself, or has been bound to the proposed contract.

In an embodiment, a passenger with passage on an aircraft such as a Boeing 737, is monitoring an air-taxi board and notes that a discussion is taking place, which if accepted by an air taxi broker, would be useful for this passenger to join. In an example embodiment, a passenger with passage between, e.g., Cheyenne 1870 in Wyoming and Las Vegas 1820 with a stop in Denver 1880, notes that an air taxi contract appears to be forming, or has been formed, to fly between Denver 1880 and Bullhead City 1890 in Arizona, which is the passenger's preferred destination. The passenger hails the air taxi. The air taxi company observes the hail along with bid particulars, and allows the passenger to join the contract if one has been formed on the discussion board. In an embodiment, the passenger's bid forms the critical mass the air taxi company can decide will result in a contract being formed. The airline that has booked passage for the passenger releases the passenger from the Denver-to-Las Vegas leg and optionally receives value from the passenger for the incomplete passage, which is less than the value of the Denver-to-Las Vegas leg of the passage. In an embodiment, the passenger returns to Cheyenne 1870 by departing from Las Vegas 1820 on the carrier that originated from Cheyenne for the passenger. This same method embodiment is also applicable between two air taxi companies where a subsequent leg of a trip for a passenger of a first air taxi company is released in favor of a leg of a different trip for the passenger by a second air taxi company.

In an embodiment, any of the above air taxi hailings, discussions, or contracts is combined with allowing an air taxi passenger to be aboard the air taxi during or after an FPIPO push embodiment. In an embodiment, any of the above air taxi hailings, discussions, or contracts is combined with allowing an air taxi passenger to be aboard the air taxi that moves within the confines of any air taxi stand as set forth in this disclosure. In an embodiment, any of the above air taxi hailings, discussions, or contracts is combined with allowing an air taxi passenger to be aboard the air taxi that moves within the confines of any air taxi stand, before, during, or after an FPIPO push embodiment.

Following are method embodiments. A method comprising: observing hailing of an air taxi; allowing a passenger to board air taxi equipment related to said hailing; and allowing the passenger to ride in the air taxi equipment. The method wherein allowing the passenger to board includes allowing the passenger to board air taxi equipment that includes up to eight occupant seats. The method wherein observing hailing includes observing a potential customer making a bid including a proposed flight plan. The method wherein observing hailing includes observing a potential customer making a bid including a proposed flight plan and a proposed fare. The method including observing making a bid on a web-based tool. The method, wherein observing hailing is preceded by observing discussing a proposed flight plan among potential customers, and wherein an air taxi company related to the air taxi equipment responds to the discussing by proposing the flight plan and at least one potential customer involved in said discussing. The method, wherein observing hailing includes modifying an existing air taxi contract. The method, wherein observing hailing includes modifying a passage on an existing large aircraft flight plan. The method, wherein observing hailing includes modifying a passage on an existing air taxi equipment flight plan. The method, wherein the air taxi moves within the confines of any air taxi stand as set forth in this disclosure. The method, wherein the air taxi moves within the confines of any air taxi stand as set forth in this disclosure, before, during, or after an FPIPO push embodiment. The method, wherein at any two, and up to and including all method elements articulated in the phrases in this paragraph are combined.

The Abstract is provided to comply with 37 C.F.R. §1.72(b) requiring an abstract that will allow the reader to quickly ascertain the nature and gist of the technical disclosure. It is submitted with the understanding that it will not be used to interpret or limit the scope or meaning of the claims.

The preceding description has been presented only to illustrate and describe disclosed embodiments. It is not intended to be exhaustive or to limit the embodiments to any precise form disclosed. Many modifications and variations are possible in light of the above teaching.

Several embodiments were chosen and described in order to best explain the principles of the embodiments and their practical application. The preceding description is intended to enable others skilled in the art to best utilize the embodiments in various embodiments and with various modifications as are suited to the particular use contemplated. It is intended that the scope of the disclosed embodiments be defined by the following claims.

It will be readily understood to those skilled in the art that various other changes in the details, material, and arrangements of the parts and method stages which have been described and illustrated in order to explain the nature of this invention may be made without departing from the principles and scope of the invention as expressed in the subjoined claims. 

1. An air-taxi stand comprising: a first boarding bridge including an aircraft proximal end and an aircraft distal end; a concourse first interface at the aircraft distal end; an aircraft second interface at the aircraft proximal end; and wherein the air-taxi stand is configured to allow the simultaneous ground movement of a plurality of air-taxi aircraft adjacent a concourse, including forward power-in and forward power-out (FPIPO).
 2. The air-taxi stand of claim 1, further wherein the concourse first interface is coupled with at least one of a concourse external boundary, a fixed passenger tunnel, a large aircraft passenger boarding bridge, and a regional aircraft passenger boarding hub.
 3. The air-taxi stand of claim 1, wherein the aircraft proximal end is configurable to interface with one selected from an airfield tarmac at ground level, an air taxi at sill height thereof, a regional aircraft at sill height thereof, and combinations thereof.
 4. The air-taxi stand of claim 1, wherein the aircraft proximal end and the concourse first interface are separated and coupled by a structure selected from a lateral-articulating section, a bascal-articulating section, a telescoping section, and combinations thereof.
 5. The air-taxi stand of claim 1, further including a subsequent boarding bridge including: an aircraft proximal end and an aircraft distal end; a concourse first interface at the aircraft distal end; a subsequent aircraft second interface at the aircraft proximal end; and wherein the air-taxi stand is configured to allow the simultaneous and independent ground movement of a plurality of air-taxi aircraft adjacent the concourse, including FPIPO pushing.
 6. The air-taxi stand of claim 1, wherein the air-taxi stand is further configured to accommodate a plurality of air taxis at an air-taxi stand docking ramp, wherein the air-taxi stand is locatable between a concourse external boundary and adjacent thereto, an object-free line for a large aircraft that are substantially adjacent to the concourse external boundary.
 7. The air-taxi stand of claim 1, wherein the air-taxi stand is further configured to allow docking of at least one air taxi, selected from nose-in toward a concourse, tail-in toward the concourse, and a combination thereof.
 8. The air-taxi stand of the claim 1, wherein the first air-taxi boarding bridge is locatable at a corner of a concourse.
 9. The air-taxi stand of claim 1, wherein the first air-taxi boarding bridge is part of a conveyance.
 10. An air-taxi stand layout comprising: a first boundary at a concourse external boundary; a second boundary at an object-free line (OFL); a first boarding bridge including an aircraft proximal end and an aircraft distal end; a concourse first interface at the aircraft distal end; an aircraft second interface at the aircraft proximal end; wherein the aircraft proximal end and the concourse first interface are coupled by a structure selected from a joint; a lateral-articulating section, a bascal-articulating section, a telescoping section, and combinations thereof; and wherein the air-taxi stand is configured to allow the simultaneous ground movement of a plurality of air-taxi aircraft between the concourse external boundary and the OFL, including forward power-in and forward power-out (FPIPO).
 11. The air-taxi stand layout of claim 10, further wherein the concourse first interface is coupled with at least one of a concourse external boundary, a fixed passenger tunnel, a large aircraft passenger boarding bridge, a regional aircraft passenger boarding hub.
 12. The air-taxi stand layout of claim 10, wherein the aircraft proximal end is configurable to interface with one selected from an airfield tarmac at ground level, an air taxi at sill height thereof, a regional aircraft at sill height thereof, and combinations thereof.
 13. A method comprising: in a first air-taxi, forward powering into a docking ramp; docking with or adjacent an air-taxi passenger bridge, the air-taxi passenger bridge including: a first boarding bridge including an aircraft proximal end and an aircraft distal end; a concourse first interface at the aircraft distal end; an aircraft second interface at the aircraft proximal end; and wherein the air-taxi stand is configured to allow the ground movement of the first air-taxi adjacent a concourse, including a forward power-in and a forward power-out (FPIPO) push; and forward-powering out of the docking ramp.
 14. The method of claim 13, wherein docking with an air-taxi passenger bridge further includes at least one of: allowing an occupant to deplane; allowing an occupant to board; removing cargo; and loading cargo.
 15. The method of claim 13, wherein docking with an air-taxi passenger bridge further includes allowing a passenger to transfer between a first aircraft and a second aircraft, wherein one of the first aircraft and the second aircraft interfaces with the air-taxi bridge.
 16. The method of claim 13, wherein at least one air-taxi movement of the FPIPO push includes moving the aircraft with a tug.
 17. The method of claim 13, wherein the air-taxi stand is further configured to allow the simultaneous and independent ground movement of the first air-taxi and the simultaneous and independent ground movement of a subsequent air taxi therewithin.
 18. The method of claim 13, further including responding to a passenger hail and the first air taxi approaching the air-taxi stand.
 19. The method of claim 13, wherein the air-taxi stand is further configured to allow the simultaneous ground movement of the first air-taxi and the forward powering into the docking ramp of a subsequent air taxi.
 20. The method of claim 13, further including a security screening area coupled to the concourse first interface, the method further including allowing a passenger to enter the security screening area. 